2010 Porsche 911 Turbo

With direct injection and a twin-clutch PDK gearbox, the 2010 Porsche 911 Turbo is more legendary than ever.

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The seventh-generation features the first truly new engine in the model's 35-year history. Based on the Carrera S's 3.8-liter flat-6, the twin-turbo 911 Turbo powerplant features direct fuel injection for the first time. Along with a larger displacement (the previous Turbo was a 3.6), a higher compression ratio (up from 9.0:1 to 9.8:1), more efficient intercoolers and a new expansion-type intake manifold, the new 911 Turbo has both more power and noticeably less turbo lag. And the little bit of lag that still exists is worth it, as the 500-bhp rush that follows is simply mind-blowing.

The car's 500 bhp is an increase of 20 over the 2009 model, while torque has been upped to 479 lb.-ft. The optional Sport Chrono Package ($3470) allows for an overboost to 516 lb.-ft. of torque for 10 sec. from 2100–4000 rpm. Despite the 911 Turbo's extra power, says the new Turbo's emissions are down 18 percent while fuel consumption has improved by 16 percent. And, the new engine weighs 26.5 lb. less than the old one, while the car's center of gravity has been lowered due to the use of a dry-sump oiling system. Overall, the manual transmission 911 Turbo weighs 33 lb. less than the '09 model, while the twin-clutch PDK version weighs 55 lb. less.

Speaking of the 7-speed PDK gearbox, 2010 marks its first use in the 911 Turbo (a $4550 option). It's been suitably upgraded to handle the Turbo's extra power, each clutch getting an additional shift plate. Of note, the PDK transmission weighs 22 lb. less than the outgoing Tiptronic S 5-speed automatic. Launch Control comes standard when the PDK is ordered in conjunction with the Sport Chrono Package (you'll know LC is activated when a light on the steering wheel is displayed — and the revs hold at 5000 rpm!), which provides for thrilling, and constantly repeatable, neck-wrenching all-wheel-drive launches.

Also available for the first time on a Porsche are steering wheel-mounted paddle shifters ($490), although Porsche's non-intuitive push buttons come standard with PDK. Still, purists will likely stick with the standard easy-shifting 6-speed manual gearbox, believing it's the only way a Porsche should be, even if numbers-geeks will tell you that PDK outperforms the 3-pedal manual (partly due to Launch Control). Porsche conservatively claims 0–100 km/h (62 mph) of 3.4 sec. for a PDK- and Sport Chrono Package-equipped Turbo, versus 3.6 for the manual.

Minor gripes? The PDK gear indicator in the instrument panel is too small, and offset to the right. Also, why not include a shift light, to help avoid running into the rev limiter?

Another new technology on the 911 Turbo is Porsche Torque Vectoring ($1320). It combines a mechanical limited-slip rear differential with variable torque distribution on the rear axle by applying the brakes to the inner rear wheel, intended to enhance turn-in and minimize understeer. While there is less understeer, I found that a more effective way of controlling the car's attitude was via left-foot braking, sometimes overlapping throttle and brake. I'm happy the new Turbo allows for this, not immediately cutting power as with most Porsches. The car's handling dynamics are better than ever, with perfectly snubbed suspension, incredibly direct steering and strong brakes. Also, the car's power-on oversteer moments are now easier to control, due to suspension changes and a smoother distribution of power between the front and rear axles.

So although the 2010 Porsche 911 Turbo appears outwardly very similar to the '09 model, it's actually quite different. But despite all the new technologies involved, it's the Turbo's ferocious acceleration that really stands out. It's a pity, then, that full-throttle runs are dominated by an intake system that sounds like it could suck paint off a house, while the deep exhaust blat has about as much personality as Paris Hilton.

Small grievances, though, for a car that is greatly improved, and could very well be the most "livable" supercar in the world. Of course, this kind of power and technology don't come at small prices — the 911 Turbo coupe will start at $132,800 and the Turbo Cabriolet at $143,800 when the cars hit U.S. dealers in January 2010.